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- D.-I. EGKERSON.

I GALORIUENGINE.

Patented Nov. 29, 1887.

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(N0 Model.) 2 sneetsr-sheet 2.

1). 1. EGKERSON. GALO RIU ENGINE.

No. 373,820. Patentd Nov. 29, 1887.

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UNITED STATES DAVID I. EGKERSON, OF WVOROESTER,

PATENT Fr es.

NEW YORK, ASSIGNOR OF ONE-HALF ,TO ABRAM DIEFENDORF AND CHARLES BROWVN, BOTH OF SAME PLACE.

CA-LORlC-ENGINE.

SPECIFICATION forming part of Letters Patent No. 373,820, dated November 29, 1887.

Application filed February 19, 1887. Serial No. 228,218. (No model.)

To all whom it may concern.-

Be it known that I, DAVID I. EOKERSON, a citizen of the United States, residing at Worcester, in the county of Otsego and State of 5, New York, have invented certain new and useful Improvements in Oaloric-Engines; and I do declare the following to be a full, clear,

and exact description of the invention, such as will enable others skilled in the art to which it to appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form-a part of this specification.

This invention relates to improvements in that class of motors generally known as ealoric-engines, in which the power is produced by the expansion of air, air mixed with steam or with the gases produced by the combustionof the fuel used as a heating agent.

In these machines as heretofore constructed difficulty has occurred from the speedy wearing away of the piston and cylinder within which it reciprocates, where air alone was used, in consequence of the impossibility of affording proper lubrication to the parts, as the great heat quickly reduced oil or other similar lubricants to a viscid or burned condition, in which their lubricating properties were wholly lost. A further attempt to remedy thisdefect consists in the introduction of steam with the air, which has been found to answer the purpose of a lubricant in such engines; but this method of lubrication has 3 5 been found objectionable for two reasons: first,

that the introduction of steam in large quantities reduced the temperature of the air to such a degree as to impoverish its expansive qualities, and, second, the apparatus for pro- 40 ducing the steam made the engine so costly in proportion to the power developed as to prevent its introduction into general use.

The object of my invention is therefore to construct a caloric-engine in such a manner as 5 to retain'the beneficial effects produced by the admixture of a small proportion of steam with the air, and at the same time keep the cost of construction so low as to allow the motor to go into general use for all purposes where only 0 a small amount of power is required. These objects I am able to accomplish by so constructing the engine as to cause the air, in its passage from the compressor to the heatingchamber, to pass through a column of water in such a manner that the air shall take up a por- 5 tion of the same and enter the heating-chamher in the form of mist. In this chamber the air is expanded and the water carried by it converted into superheated steam, in which condition it does not lower the temperature of the hot air with which it is mingled. The working-cylinder of the engine being inclosed within the heating-chamber allows the transfer of the mingled air and superheated steam directly to its interior without loss by cooling, as would be thecase were it forced to follow a circuitous passage on its way from one to the other. After expending its energy upon the piston of the engine, the heated air is conveyed directly from the exhaust to the ash-pit be- 7c neath the tire, thus furnishing the latter with a hot blast, by which its energy is greatly in creased.

In the accompanying drawings, in which similar letters of reference indicate like parts 7 5 in the different figures, Figure 1 is a longitudinal vertical section through the engine, showing the relative positions of the different parts. Fig. 2 is a horizontal section on the line 1 l of Fig. 1, illustrating the arrangement and position of the several parts upon the base-plate.

The bed-plate A of the engine is preferably of cast-iron and of sufficient area to receive upon its upper surface all the working parts of the engine. Occupying a position near one end of the bed-plate is the vertical cylindrical case B, which may also be of cast-iron and formed in one or more pieces. This case is securely fastened to the bed-plate and con- 0 tains the fuel-grate or other heating apparatus, which is located in its lower part.

Upon the top of the case B is firmly secured the plate 0, carrying upon its upper side the columns or pedestals D D, which are firmly 5 secured to the said plate or cast integral there'- with. In suitable journal-bearings at the top ofthese pedestals, and supported thereby, is placed the crank-shaft E. This crank-shaft is provided with two cranks, a and a, the first, I00

or crank a, being connected by the pitman b with the piston-rod b of a piston, F, which reciprocates in the vertical cylinder G, secured to the plate 0, and projecting downward beneath the plate into the cylindrical case B. This cylinder is provided with a valve-seat, c, and ports or openings similar to those in the ordinary high-pressure steam-engine, said ports being opened and closed at proper times by a valve to which a reciprocating movement is imparted by the eccentric-rod d, connecting said valve with the eccentric d upon the crankshaft. The cylinder G, together with the valve H, is inclosed within the case B by the dome or kettle shaped shell I, which is provided with a flange around its open end, by means of which it is firmly secured to the under side of the plate 0 through the agency of screwbolts passing through said plate and flange. The rounded lower part of this shell, where it is exposed to the direct action of the fire, may, if desired, be made thicker than the sides of the same, so as to better withstand the efi'ects of the great heat to which it is exposed.

The space between the shell I and the cylin der forms the heating-chamber, and is of about twice the capacity of said cylinder, so that its contents shall be exposed to the heat for at least a time equal to that required by the crank-shaft to make a complete revolution.

Secured upon the base-plate A, adjacent to the cylindrical casing B, is the air-compressing cylinder J, provided with suitable inletvalves, having an adjusting device attached thereto, so that the quantity of air admitted to said cylinder may be regulated as desired. This cylinder J also contains a piston, K, connected with the crank a upon the crank-shaft by means of the piston-rod e and pitman e. As heretofore stated, the cranks upon the crank-shaft are preferably placed at right angles to each other, so that when the compressing-piston K is near the end of its stroke, at which point it requires the most power, the power-piston F shall be at mid-stroke, or the point whereit is capable of exerting its greater energy, thus enabling the power piston to carry the compressing-piston over its center without depending upon the fly-wheel L, secured upon the crank-shaft, to exert the power stored therein to accomplish this result. By this means and the fact that the engine is double acting I am able to reduce the weight of the fly-wheel and at the same time keep an equal movement. The air from the compressing-eylinder is carried through the pipe or channel h, which is provided with a suitable cheek-valve, into the bottom of the water-column M. This column is bolted to the baseplate in a suitable position adjacent to the compressor and easing B, but not so close to the latter as to prevent a free circulation of air between them, so that the waterin the column shall not be heated to any degree by heat radiating from said casing, as it is desirable to keep the water in the column at as low a temperature as possible. This water-column is provided at suitable distances from each other throughout its height with a series of diaphragms, 'i, composed of a woven-wire fabric which extends over its area. These diaphragms are so arranged that the air which enters the column through the pipe It strikes the diaphragm and is thoroughly broken up and mixed with the water during its passage from the bottom to the top of the column, the object being to thoroughly saturate the air w th water,'so that when it passes through the pipe from the top of the column to the heating chamber it shall be in the form of mist.

It will be evident that other devices than the diaphragmi may be employed to break up and mix the ascending current of air with the water in the column, such as finely-perforated partitions; but I prefer the arrangement as first described. The pipe K, leading from the top of the water-column to the heatingchamber, passes downward and through the plate 0 and between the power-cylinder and shell, its lower end curving so as to deliver the air under the bottom of said cylinder, at which point the heat will be greatest. The moisture in the air will instantly be converted by the great heat at this point into superheated steam and the air at the same time expanded until the pressure of the combined vapor filling the chamber has reached a point much above that of the outer air. The pipe 70 being provided with a check-valve, 7c, none of this vapor can return to the compressor. Its only ex1t is therefore through the power-cylinder, which it enters when admitted by the movement of the slide-valve, and, after communicating motion to the piston, passes out through the exhaust-port m into the exhaust-pipe n, which passes up through the plate 0 and then bends downward, its lower end entering the ash-pit 0, and serving, when the ash-pit and fire-doors are closed, as a blower to the fuel placed upon said grate, thus economizing to a great extent the waste of fuel and heat, as it is well known that a hot-blast is much more efficient in supporting combustion than a cold one. The waste gases and other waste products of combustion, after expending their heat upon the shell I, which incloses the heating-chamber,

are carried oft by the pipe I, which connects with the outer casing, B, near its top.

It will be observed that the shell inelosing the heating-chamber, which is the only part of the machine liable to be burned out, is formed in one piece and without openings other than its open top, and is secured to the plate 0 by screw-bolts, so that it may be readily removed and a new one substituted at any time when it may become necessary at little trouble and expense.

Having thus described my invention, I claim as new, and desire to secure by Letters Patent, the following:

1. In a caloric-engine, the base-plate A, cylindrical casing 13, the plate 0, and cylinder G, cast integral with said plate 0, and removable dome-shaped shell I, all combined and arranged substantially as and for the purpose set ing and expanding said saturated air and givforth. ing motion to the moving parts, as set forth. IO

2. In a caloric-engine, the combination,with In testimony'whereof I affix my signature in j a compressing-cylinder and Water-column for presence of two witnesses.

5 compressing and saturating air, of a heater DAVID I. EGKERSON.

composed of a base-plate,A, casing B, plate 0, Witnesses: and removable dome-shaped shell I, a power- ABRAM DIEFENDORF,

cylinder, G, and an exhaust-pipe, n, for heat- GEo. B. CRIPPEN. 

